Internal-combustion motor



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1 B. HARVEY 1plITERNL' COMBUSTION MOTOR Filed March 27, 1928 INVENTOR JLB. H arc/ey Y QW@ I, 1 /l/f//l//l/l//z V/////////////////// ATTORNIY COMBUSTlON ENGINES.

Patented Apr. 15, 1930 UNITED STATES LOUIS IB. HARVEY, OF SACRAMENTO, CALIFORNIA INTERNAL-COMBUSTION MOTOR Application led March 27, 1928. Serial No. 265,016.

This invention relates to internal combustion engines, my main objects being to provide an engine of this general character having two major features of improvement and novelty over existing engines. One such feature is an improved crank shaft structure which eliminates any possible whipping of the shaft and practically eliminates vibration; which reduces the friction of operation to a minimum, avoids the need of a flywheel and which is much less expensive to machine than the present type of crank shaft, without the possibility of the shaft being out of balance.

The other feature is an improved arrangement for taking the compressive charge into the cylinders, so that a higher compression and more power may be obtained with a less drag on the pistons and with less fuel than is at present the case; while at the same time an additional supply of fuel may be readily fed into the cylinders when necessary without having to make any carburetor adjustments.

These objects I accomplish by means of such structure and relative arrangement of parts as will fully appear by a perusal of the following specification and claims.

In the drawings similar characters of reference indicate corresponding parts in the several views:

Fig. 1 is a sectional elevational of my improved engine.

Fig. 2 is a transverse section of the same.

Fig. 3 is a fragmentary plan view partly broken out of the auxiliary intake manifold.

Referring now particularly to the characters of reference on the drawings, the main stationary parts of the engine consist of a vertical cylinder block 1, an upper crank case member 2 and a lower crank case member 3 of substantial character. Pistons 4 are slidably mounted in the cylinders 5 of the block with connecting rods 6 of common form extending to the crank shaft which as intimated is of special construction.

This shaft comprises end stub shafts 7 projectin from the crank case, and the cranks instea of being the usual arms or cheeks comprise circular discs 8 concentric with the shaft 7 and connected to each other by pins 9 to which the connecting rods are attached, these pins being of course o'set from the center of the discs a distance equal to onehalf the piston stroke and being arranged in circumferentially offset relation to give the desired balancing positions of the pistons and connected part-s relative to each other. The end discs are of course rigidly secured to the shafts 7.

Shrunk onto the different discs are the inner races 10 of large annular ball bearings 11 whose outer races 12 are immovably seated in cradles or grooves 13 formed in the lower crank case member 3, which member extends to the center line of the crank shaft. These bearings are immovably held in place against vertical movement by top saddles 14 engaging the upper portions of the outer races and bolted onto the crank case member 3. Annular thrust bearings 15 are mounted in the crank case between the end discs and said case. The bearings 11 form the bearings forthe crank shaft, so that the end stub shafts are not actually journaled in the crank case, and really merely provided with oil tight fittings with said case.

It will therefore be seen that by reason of this arrangement a perfectly counterbalanced structure is had, free from any possibility of Whipping, since all parts of the crank shaft are circular and hence the structure is much easier and simpler to machine, with greater accuracy than is the case with the ordinary form of crank shaft. Also mounting the discs on ball bearings promotes ease of turning, since friction is of course much reduced. The crank discs all having bearings, the pressure of the connecting rods on the cross pins of the discs does not tend to distort the shaft and throw the same out of line, so that the trouble frequently had with ordinary crank shafts unless of unusual weight and rigidity is eliminated. On account of its inherent features of construction my crank shaft on the other hand may be made very light and still have the necessary strength and rigidity for its urpose as will beevident. The crank sha t may also be either built up of a number of separate parts or forged as an integral unit as may be desired. The use of the plurality of discs avoids the need of al fly wheel on the end of the driving sha-ft, since such dies will function perfectly as fly Wheels.

Communicating with the different cylinders at the half stroke position of the pistons are ports 16, each of which, outwardly of the cylinder, leads to a suitable check valve 17 which opens only toward the cylinder. These check valves may communicate directly with the atmosphere but are preferably connected in common to a relatively large manifold 18. This manifold has two adjacent intake passages 19 and 20 intermediate its ends, one of such'. passages being flanged for connection with a carburetor and the other communicating direct with the atmosphere. A suitable flap or similar valve 21 enables either passage to be closed off at will. This manifold is in addition to that which is applied to the cylinders as usual and which communicates therewith between passages 22 controlled by the mechanically operated intake valves 23. These valves, as usual in standard four-cycle engines, are held open by their operating mechanism for the full duration of the suction strokes of their respective pistons.

By means of this arrangement, as soon as the pistons have moved half way down on their suction strokes the ports 16 will open to the cylinders above the pistons and the cylinders will take in an additional charge of air or fuel mixture, depending upon the position of the valve 21. The cylinders may therefore completely fill with the explosive mixture, without the back pressure or drag on the piston which is unavoidably had when the entire charge must be taken in through the top passages 22. As a result higher compression is obtained and more power is generated-in addition to the gain in power available at the crank shaft which is had by the elimination of the drag or back pressure on the pistons as above pointed out.

As a result of the employment of both improved features of construction as above described an engine of very high speed and power, with an absence of vibration and of very light weight may be constructed.

From the foregoing description it will be readily seen that I have produced such a device as substantially fulfills the objects of the invention as set forth herein.

While this specification sets forth in detail the present and preferred construction of the device, still in practice such deviations from such detail may be resorted to as do not form a departure from the spirit of the invention, as defined by t-he appended claims.

Having thus described my invention what I claim as new and useful and desire to secure by Letters Patent is:

1. In an internal combustion motor, a cylinder, a piston therein, means for reciprocating the piston through a predetermined stroke, a port communicating with the cylinder above the bottom position of the piston and means enabling a charge of air or fue mixture selectively to be delivered to the cylinder through said port.

2. In an internal combustion motor, a cylinder, a piston therein, means for reciprocating the piston through a predetermined stroke, a port communicating with the cylinder above the bottom position of the piston, a manifold open to the atmosphere and with which said port communicates, a check valve opening only toward the cylinder, disposed between the manifold and port, a pair of separate intake ports for said manifold, and selectively operable valve means for controllin the opening of said ports.

I1 testimony whereof I aiiix my signature.

LOUIS B. HARVEY. 

